U.S. patent number 9,316,183 [Application Number 13/968,306] was granted by the patent office on 2016-04-19 for air intake duct ice ingestion features.
This patent grant is currently assigned to Ford Global Technologies, LLC. The grantee listed for this patent is Ford Global Technologies, LLC. Invention is credited to Christopher B. Bishop, Scott M. Rollins.
United States Patent |
9,316,183 |
Rollins , et al. |
April 19, 2016 |
Air intake duct ice ingestion features
Abstract
An engine system including an air intake duct positioned
upstream of an engine cylinder may include an ice ingestion feature
for retaining condensation. An ice ingestion feature may include
indents formed in the bottom of an air intake duct wall. As such,
the ice ingestion feature may include compartments and/or grooves
of varying depths, widths, and/or angles such that the ice
retention rate may be based on the surface area of the compartment
or grooves.
Inventors: |
Rollins; Scott M. (Canton,
MI), Bishop; Christopher B. (South Lyon, MI) |
Applicant: |
Name |
City |
State |
Country |
Type |
Ford Global Technologies, LLC |
Dearborn |
MI |
US |
|
|
Assignee: |
Ford Global Technologies, LLC
(Dearborn, MI)
|
Family
ID: |
52430449 |
Appl.
No.: |
13/968,306 |
Filed: |
August 15, 2013 |
Prior Publication Data
|
|
|
|
Document
Identifier |
Publication Date |
|
US 20150047615 A1 |
Feb 19, 2015 |
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
F02M
35/10157 (20130101); F02M 25/06 (20130101); F01M
13/00 (20130101); F02M 35/10118 (20130101); F02M
35/088 (20130101); F02M 25/0836 (20130101); F02M
35/10019 (20130101); F02B 39/16 (20130101); F02M
35/10262 (20130101); F01M 13/022 (20130101); F02M
35/10222 (20130101); F01M 2013/0038 (20130101); F01M
2013/027 (20130101); F02M 35/0216 (20130101); Y02T
10/121 (20130101); F02M 35/046 (20130101); Y02T
10/146 (20130101); F02B 37/00 (20130101); Y02T
10/144 (20130101); Y02T 10/12 (20130101) |
Current International
Class: |
F02M
25/06 (20060101); F02M 35/10 (20060101); F02M
25/08 (20060101); F01M 13/02 (20060101); F02M
35/08 (20060101); F02B 39/16 (20060101); F02B
37/00 (20060101); F02M 35/02 (20060101); F02M
35/04 (20060101) |
Field of
Search: |
;123/572-574,585,184.21 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Other References
Rollins, Scott M., "Engine System Having a Condensate Bypass Duct,"
U.S. Appl. No. 13/961,607, filed Aug. 7, 2013, 20 pages. cited by
applicant.
|
Primary Examiner: Kwon; John
Attorney, Agent or Firm: Voutyras; Julia Alleman Hall McCoy
Russell & Tuttle LLP
Claims
The invention claimed is:
1. An engine air intake duct, comprising: an air intake duct wall
including an ice ingestion feature positioned at a bottom of the
engine air intake duct wall, wherein the ice ingestion feature is
formed by a plurality of indents, at least two of which contain a
different volume; and a positive crankcase ventilation outlet
coupled to the air intake duct wall upstream from the ice ingestion
feature.
2. The engine air intake duct of claim 1, wherein the air intake
duct wall includes an inner surface, and wherein the plurality of
indents extend away from the inner surface vertically downward, a
top of the indents flush with the inner surface.
3. The engine air intake duct of claim 1, wherein the ice ingestion
feature is positioned vertically below a PCV port.
4. The engine air intake duct of claim 3, wherein the plurality of
indents are formed by a plurality of compartments, some of which
are angled against a flow direction and some of which are angled
with a flow direction of an engine air path.
5. The engine air intake duct of claim 2, wherein the plurality of
indents include an aperture positioned in the intake duct wall.
6. The engine air intake duct of claim 3, wherein the plurality of
indents each include an aperture positioned in the intake duct
wall, with at least one aperture having a larger area than at least
one other aperture.
7. The engine air intake duct of claim 4, wherein at least some
compartments narrow as they extend vertically downward, and wherein
the compartments each have closed ends such that the air intake
duct is not open to atmosphere via any of the compartments.
8. The engine air intake duct of claim 2 wherein the plurality of
indents include one or more grooves along an inner surface of the
engine air intake duct wall substantially aligned with a flow
direction through the duct.
9. The engine air intake duct of claim 8, wherein at least some of
the grooves are irregularly formed with respect to other
grooves.
10. The engine air intake duct of claim 8, wherein at least one
groove has a larger area than at least one other groove.
11. The engine air intake duct of claim 8, wherein at least some
grooves narrow as they extend vertically downward.
12. The engine air intake duct of claim 8, wherein at least some
grooves widen as they extend vertically downward.
13. A system, comprising: an engine intake air duct with a bottom
including a plurality of compartments formed with an ice-tray
structure, at least some compartments irregularly formed with
respect to other compartments.
14. The system of claim 13, wherein the ice-tray structure is
formed by the plurality of compartments extending away from the
bottom vertically downward, wherein the irregularly formed
compartments allow condensation to melt in relatively small pieces
as compared to a size of the compartment in which it forms such
that the condensation is ingested by an engine based on an ice
retention rate over time, and not all at once.
15. The system of claim 13, wherein at least two of the
compartments contain a different volume.
16. The system of claim 13, wherein at least some of the
compartments narrow as they extend vertically downward.
17. A method for retaining ice in an air intake duct, comprising:
flowing crankcase gas from a PCV port to an air intake duct
upstream of an engine cylinder; and collecting condensate in a
plurality of indents positioned in a bottom wall of the air intake
duct, wherein at least two of the plurality of indents contain a
different volume.
18. The method of claim 17, further comprising flowing intake air
through the air intake duct, and flowing intake air and crankcase
gas from the air intake duct to a compressor, wherein the intake
air intake duct is positioned upstream of a throttle and the
compressor.
19. The method of claim 17, further comprising collecting
condensate in the plurality of indents, thawing them during engine
operation at different rates and ingesting water from the plurality
of indents at different engine cycles.
Description
FIELD
The present invention relates to an engine system having an ice
ingestion feature.
BACKGROUND AND SUMMARY
Positive crankcase ventilation (PCV) vapor contains a large
fraction of water. The water vapor can condense on the cold air
duct walls and the interior of the intake manifold walls. Further,
the PCV vapor may freeze into ice downstream of the PCV port in the
cold air duct. Following a day/night cycle, the ice melt may drip
and/or drain down to the lowest spot of the intake system and
re-freeze. Once the engine is restarted, blow by flow moving
downstream to the turbocharger or throttle body may dislodge the
ice and move it downstream causing the icicle to be ingested by the
turbocharger or throttle body. Dislodging of the ice may result in
turbocharger blade damage or blocked throttle bodies thereby
creating noise, vibration, and harshness (NVH) and/or lack of power
in the engine.
Patent WO2012157113 describes an approach with the use of a capture
member in an intake structure upstream of a compressor impeller.
The capture member includes a circular mesh plate formed in an
intake passage to capture ice formed in a blow-by gas passage.
The inventors herein have recognized the above issues as well as
issues with approaches such as described in WO2012157113. For
example, accumulation of ice on the mesh plate may limit the amount
of airflow into the compressor, thereby reducing the efficiency of
the engine. Further, the mesh plate may not capture all of the
condensate and engine operation may be reduced due to condensation
in the intake air.
In one example, some of the above issues may be addressed by an
engine air intake duct, comprising an air intake duct wall
including an ice ingestion feature positioned at a bottom of an
engine air intake duct wall and a positive crankcase ventilation
outlet coupled to the air intake duct wall upstream from the ice
ingestion feature. Further, the ice ingestion feature may be formed
by a plurality of indents where at least two indents contain a
different volume. In this way, it is possible to retain positive
crankcase ventilation condensation. Further, the condensation may
be retained in the ice ingestion feature based on an ice retention
rate determined by the geometry of the indents.
In another example, a method for retaining ice in an air intake
duct, comprising flowing crankcase gas from a PCV port to an air
intake duct upstream of an engine cylinder and collecting
condensate in a plurality of indents positioned in a bottom wall of
an air intake duct. Further, the method includes collecting
condensate in the indents (e.g. compartments), thawing them during
engine operation at different rates, and ingesting water from the
compartments at different engine cycles. In this way, the
condensation may be more slowly ingested by the compressor without
damage to the impeller blades or blocking the throttle plate from
closing.
It should be understood that the summary above is provided to
introduce in simplified form a selection of concepts that are
further described in the detailed description. It is not meant to
identify key or essential features of the claimed subject matter,
the scope of which is defined uniquely by the claims that follow
the detailed description. Furthermore, the claimed subject matter
is not limited to implementations that solve any disadvantages
noted above or in any part of this disclosure.
DETAILED DESCRIPTION OF THE DRAWINGS
FIG. 1 shows a schematic diagram of an example engine system
including a cold air intake system.
FIG. 2 shows a schematic diagram of a cold air intake duct assembly
including an ice ingestion feature with a plurality of
compartments.
FIG. 3 shows a cross-sectional view of the cold air intake duct
assembly including apertures of an ice ingestion feature.
FIG. 4 shows a cross-section view of the cold air intake duct
assembly including an interior view of the ice ingestion
feature.
FIG. 5 shows a cross-section view of the cold air intake duct
assembly including a compartment of an ice ingestion feature.
FIG. 6 shows a cross-section view of the cold air intake duct
assembly including a compartment of an ice ingestion feature.
FIG. 7 shows a cross-section view of the cold air intake duct
assembly including a compartment of an ice ingestion feature.
FIG. 8 shows a cross-section view of the cold air intake duct
assembly including a cross-connected compartment of an ice
ingestion feature.
FIG. 9 shows a bottom view of the cold air intake duct assembly
including an ice ingestion feature.
FIG. 10A-B shows a schematic diagram of a cold air intake duct
assembly including an ice ingestion feature with a plurality of
grooves.
FIG. 11 shows an example method for retaining ice in an air intake
duct. FIGS. 2-11 are drawn approximately to scale, although other
relative dimensions may be used, if desired.
DETAILED DESCRIPTION
A system for an engine having a cold air intake duct including an
ice ingestion feature upstream of an engine cylinder is described
herein. A cold air intake may include an ice ingestion feature in
order to reduce effects of positive crankcase ventilation (PCV)
condensation (e.g. water or ice) on downstream engine components
such as a compressor and/or throttle body. Condensation from the
PCV may accumulate at a low area of a cold air intake. As such, an
ice ingestion feature may be positioned in a cold air intake
downstream of a PCV port (FIG. 2). Further, an ice ingestion
feature may be formed in a cold air intake duct such that the ice
ingestion feature includes compartments (FIGS. 2-9) or grooves
(FIGS. 10A-B) for trapping PCV condensation. Additionally, the
condensation retention rate (e.g. the amount of time the ice
remains in the ice ingestion feature) may be variable depending on
differences in the widths, depths, and/or angles of the
compartments and/or grooves positioned in the ice ingestion feature
(FIGS. 2-10). In this way, the amount of PCV condensation ingested
downstream of a cold air intake is limited over time, thereby
increasing the lifespan of the compressor and/or throttle body of
an engine (as illustrated in the method of FIG. 11).
Referring now to FIG. 1, an example system configuration of a
multi-cylinder engine, generally depicted at 10, which may be
included in a propulsion system of an automobile, is shown. Engine
10 may be controlled at least partially by a control system
including engine controller 12 and by input from a vehicle operator
130 via an input device 132. In this example, input device 132
includes an accelerator pedal and a pedal position sensor 134 for
generating a proportional pedal position signal PP.
Engine 10 may include a lower portion of the engine block,
indicated generally at 26, which may include a crankcase 28
encasing a crankshaft 30. Crankcase 28 contains gas and may include
an oil sump 32, otherwise referred to as an oil well, holding
engine lubricant (e.g., oil) positioned below the crankshaft. An
oil fill port 29 may be disposed in crankcase 28 so that oil may be
supplied to oil well 32. Oil fill port 29 may include an oil cap 33
to seal oil fill port 29 when the engine is in operation. A dip
stick tube 37 may also be disposed in crankcase 28 and may include
a dipstick 35 for measuring a level of oil in oil sump 32. In
addition, crankcase 28 may include a plurality of other orifices
for servicing components in crankcase 28. These orifices in
crankcase 28 may be maintained closed during engine operation so
that a crankcase ventilation system (described below) may operate
during engine operation.
The upper portion of engine block 26 may include a combustion
chamber (e.g., cylinder) 34. The combustion chamber 34 may include
combustion chamber walls 36 with piston 38 positioned therein.
Piston 38 may be coupled to crankshaft 30 so that reciprocating
motion of the piston is translated into rotational motion of the
crankshaft. Combustion chamber 34 may receive fuel from fuel
injector 45 (configured herein as a direct fuel injector) and
intake air from intake manifold 42 which is positioned downstream
of throttle 44. The engine block 26 may also include an engine
coolant temperature (ECT) sensor 46 input into an engine controller
12 (described in more detail below herein).
A throttle 44 may be disposed in the engine intake to control the
airflow entering intake manifold 42 and may be preceded upstream by
compressor 50 followed by charge air cooler 52, for example. An air
filter 54 may be positioned upstream compressor 50 and may filter
fresh air entering intake passage 13. In one example, intake
passage 13 may include a cold air intake duct or conduit, as
indicated via arrow 14. A Cold air intake duct may include a
positive crankcase ventilation (PVC) port downstream from the cold
air intake duct inlet, as described further below with reference to
FIG. 2. Further, a cold air intake duct may be coupled to
compressor 50.
The intake air may enter combustion chamber 34 via cam-actuated
intake valve system 40. Likewise, combusted exhaust gas may exit
combustion chamber 34 via cam-actuated exhaust valve system 41. In
an alternate embodiment, one or more of the intake valve system and
the exhaust valve system may be electrically actuated.
Exhaust combustion gases exit the combustion chamber 34 via exhaust
passage 60 located upstream of turbine 62. An exhaust gas sensor 64
may be disposed along exhaust passage 60 upstream of turbine 62.
Turbine 62 may be equipped with a wastegate bypassing it. Exhaust
gas sensor 64 may be a suitable sensor for providing an indication
of exhaust gas air/fuel ratio such as a linear oxygen sensor or
UEGO (universal or wide-range exhaust gas oxygen), a two-state
oxygen sensor or EGO, a HEGO (heated EGO), a NOx, HC, or CO sensor.
Exhaust gas sensor 64 may be connected with engine controller
12.
In the example of FIG. 1 a positive crankcase ventilation system
(PCV) is coupled to the engine intake so that gases in the
crankcase may be vented in a controlled manner from the crankcase.
During non-boosted conditions (when intake manifold pressure (MAP)
is less than barometric pressure (BP)), the positive crankcase
ventilation system 16 draws air into crankcase 20 via a breather or
crankcase ventilation tube 74 is coupled to the engine intake so
that gasses in the crankcase may be vented in a controlled manner
from the crankcase. A first end 101 of crankcase vent tube 74 may
be mechanically coupled, or connected, to fresh air intake passage
13 upstream of compressor 50. Crankcase ventilation tube 74 may be
coupled to fresh air intake passage 13 upstream of compressor 50.
In some examples, the first end 101 of crankcase ventilation tube
74 may be coupled to fresh air intake passage 13 downstream of air
filter 54 (as shown). In other examples, crankcase ventilation tube
may be coupled to fresh air intake passage 13 upstream of air
filter 54. A second end 102, opposite first end 101, of crankcase
ventilation tube 74 may be mechanically coupled, or connected, to
crankcase 28 via an oil separator 81.
The crankcase gases may include blow-by of combustion gases from
the combustion chamber to the crankcase. The composition of the
gases flowing through the conduit, including the humidity level of
the gasses, may affect the humidity at locations downstream of the
PCV inlet in the intake system.
In some embodiments, crankcase vent tube 74 may include a pressure
sensor 61 coupled therein. Pressure sensor 61 may be an absolute
pressure sensor or a gauge sensor. One or more additional pressure
and/or flow sensors may be coupled to the crankcase ventilation
system at alternate locations. In some examples, a compressor inlet
pressure (CIP) sensor 58 may be coupled in intake passage 13
downstream of air filter 54 and upstream of compressor 50 to
provide an estimate of the compressor inlet pressure (CIP).
Gas may flow through crankcase ventilation tube 74 in both
directions, from crankcase 28 towards intake passage 13 and/or from
intake passage 13 towards crankcase 28. For example, during
non-boosted conditions, the crankcase ventilation system vents air
out of the crankcase and into intake manifold 42 via conduit 74
which, in some examples, may include a one-way PCV valve 78 to
provide continual evacuation of gases from inside the crankcase 28
before connection to the intake manifold 42. It will be appreciated
that while the depicted example shows PCV valve 78 as a passive
valve, this is not meant to be limiting, and in alternate
embodiments, PCV valve 78 may be an electronically controlled valve
(e.g., a powertrain control module (PCM) controlled valve) wherein
a controller may command a signal to change a position of the valve
from an open position (or a position of high flow) to a closed
position (or a position of low flow), or vice versa, or any
position there-between.
During boosted engine operation, the intake manifold air pressure
may be greater than crankcase air pressure. As such, intake air may
flow through crankcase ventilation tube 74 and into crankcase 28.
Further, oil separator 81 may be disposed in ventilation tube 74 to
remove oil from the stream of gasses exiting the crankcases during
boosted operation.
While not shown, it will be appreciated that engine 10 may further
include one or more exhaust gas recirculation passages for
diverting at least a portion of exhaust gas from the engine exhaust
to the engine intake. As such, by recirculating some exhaust gas,
an engine dilution may be affected which may improve engine
performance by reducing engine knock, peak cylinder combustion
temperatures and pressure, throttling losses, and NOx emission. The
one or more EGR passages may include a low pressure (LP)-EGR
passage coupled between the engine intake upstream of the
turbocharger compressor and the engine exhaust downstream of the
turbine, and configured to provide LP-EGR. The one or more EGR
passages may further include a high pressure (HP)-EGR passage
coupled between the engine intake downstream of the compressor and
the engine exhaust upstream of the turbine, and configured to
provide HP-EGR. In one example, HP-EGR flow may be provided under
conditions such as the absence of boost provided by the
turbocharger, while an LP-EGR flow may be provided during
conditions such as the presence of turbocharger boost and/or when
an exhaust gas temperature is above a threshold. The LP-EGR flow
through the LP-EGR passage may be adjusted via an LP-EGR valve
while the HP-EGR flow through the HP-EGR passage may be adjusted
via an HP-EGR valve (not shown).
Under some conditions, the EGR system may be used to regulate the
temperature of the air and fuel mixture within the combustion
chamber, thus providing a method of controlling the timing of
ignition during some combustion modes. Further, during some
conditions, a portion of combustion gases may be retained or
trapped in the combustion chamber by controlling exhaust valve
timing, such as by controlling a variable valve timing
mechanism.
It will be appreciated that, as used herein, PCV flow refers to the
flow of gases through the PCV line. This flow of gases may include
a flow of crankcase gases only, and/or a flow of a mixture of air
and crankcase gases.
Engine controller 12 is shown in FIG. 1 as a microcomputer,
including microprocessor unit 108, input/output ports 110, an
electronic storage medium for executable programs and calibration
values shown as read only memory chip 112 in this particular
example, random access memory 114, keep alive memory 116, and a
data bus. Engine controller 12 may receive various signals from
sensors coupled to engine 10, including measurement of inducted
mass air flow (MAF) from mass air flow sensor 58; engine coolant
temperature (ECT) from temperature sensor 46; exhaust gas air/fuel
ratio from exhaust gas sensor 64; etc. Furthermore, engine
controller 12 may monitor and adjust the position of various
actuators based on input received from the various sensors. These
actuators may include, for example, throttle 44, intake and exhaust
valve system 40, 41, and PCV valve 78. Storage medium read-only
memory 112 can be programmed with computer readable data
representing instructions executable by processor 108 for
performing the methods described below, as well as other variants
that are anticipated but not specifically listed thereof.
Referring now to FIG. 2, a schematic diagram of an example cold air
intake duct assembly is shown. The cold air intake duct assembly
may include an ice ingestion feature. Since PCV condensation may
collect in a cold air intake duct assembly, the ice ingestion
feature may be positioned such that the ice ingestion feature
accumulates the PCV condensation at a low point, relative to
gravity and the ground on which a vehicle including the engine is
positions, of the cold air intake. As such, the ice ingestion
feature may be shaped to vary the rate of ice retention, thereby
limiting the flow of PCV condensation to the engine, as described
further with regard to FIG. 2.
Cold air intake duct assembly 200 is configured to supply air to an
engine, such as the engine of FIG. 1, and includes an air intake
duct body 225, air inlet 201, air outlet 202 and a positive
crankcase ventilation (PCV) port 203. Air inlet 201 and air outlet
202 may include flexible couplings. As such, the flexible couplings
enable air inlet 201 and air outlet 202 to flex to a greater degree
than the cold air intake duct body 225. Air inlet 201 draws air
into the duct via an air filter positioned upstream of the air
inlet (not shown), while air outlet 202 provides air to the engine.
An arrow 224 indicates the air flow through cold air intake duct
body 225. In one example, air outlet 202 may be in fluidic
communication with downstream components such as a throttle, a
compressor, etc. As shown, air outlet 202 may be positioned
downstream of a curved section 207 of the cold air intake duct body
225. The curved section 207 of the cold air intake duct body 225
may extend in a vertical direction. A PCV port 203 is also shown in
cold air intake duct body 225. A PCV port 203 may draw gases from
the engine crankcase into the engine cylinders to be combusted,
thereby reducing emissions of hydrocarbons. An arrow 204 indicates
the air flow between the crankcase and PCV port 203. Further, cold
air intake duct body 225 does not include a filter or a bypass. As
such, the interior of the cold air intake duct body 225 includes
open space from a top wall 205 to a bottom wall 206 of the cold air
intake duct assembly 200, as described below with regard to FIGS.
4-8. Herein, a top wall and/or bottom wall may both be the whole
wall including an inner surface and an outer surface.
Additionally, the air intake duct wall may include an inner surface
wherein an ice ingestion feature may be formed by an indent
extending away from the inner surface vertically downward. As such,
the top of the indent may be flush with the inner surface and not
extending vertically upward past the inner surface into an engine
air path of the air intake duct. For example, cold air intake duct
body 225 includes an ice ingestion feature 208. The ice ingestion
feature 208 may be positioned vertically below the PCV port 203. A
vertical axis 222, relative to gravity, is provided for reference,
to illustrate that the ice ingestion feature is below, with respect
to a vertical axis, the air duct (e.g. with respect to gravity and
a road surface on which a vehicle having the ice ingestion feature
is positioned). Ice ingestion feature 208 has an overall opening
length 210 that may be parallel to a center axis line 209. As such,
the opening may be constant along its length downstream of the air
inlet 201. Further, width 211 may be perpendicular to the bottom
206 of the cold air intake duct.
Further, the bottom wall may include a plurality of indents, at
least two of which contain a different volume. As such, the
plurality of indents may be formed by a plurality of compartments.
For example, ice ingestion feature 208 may further include a
plurality of compartments, which in one example may be shaped as
villi, 212, 213, 214, 215, 216, 217, 218, 219, 220, and 221
positioned at the bottom wall 206 of the cold air intake duct, as
described below with reference to FIGS. 2-9. As such, the plurality
of compartments 212, 213, 214, 215, 216, 217, 218, 219, 220, and
221 may protrude perpendicular to the bottom wall 206 of the cold
air intake duct. In another example, an ice ingestion feature 208
may include a plurality of grooves positioned in the interior of
the cold air intake duct. As such, the plurality of grooves may be
positioned on a bottom wall 206 of the cold air intake duct body
225, as described below with reference to FIGS. 10A and B. In one
example, the plurality of compartments and/or grooves may be formed
with varying widths, depths and/or angles such that the
compartments and/or grooves may have varying surface areas. As
such, by including compartments and/or grooves with different
surface areas in the ice ingestion feature, the amount of time the
ice remains in the ice ingestion feature will be varied. Thus, the
amount of ice released from the ice ingestion feature may be based
on a condensation or ice retention rate, for example, as the intake
duct warms up following engine restart.
As shown in FIG. 2, at least some compartments narrow as they
extend vertically downward. Further, the compartments each have
closed ends such that the air intake duct is not open to atmosphere
via any of the compartments. For example, the plurality of
compartments of the ice ingestion feature 208 may be positioned in
such a way that the compartments may protrude perpendicularly from
the bottom wall 206 of the cold air intake duct body 225. In one
example, the compartments may be directly coupled to the bottom of
the cold air intake duct. As such, the plurality of compartments
may be draft molded into shape. In another example, the
compartments may be draft molded into the plastic. Additionally,
the plurality of compartments may include varying widths, depths
and angles such that the condensation (e.g. water and/or ice) may
be more slowly ingested by the compressor without damage to the
impeller blades or blocking the throttle plate from closing, as
described further below with regard to FIGS. 3-9.
The cutting plane 223 defining the cross-section shown in FIG. 3
and FIGS. 5-8 is illustrated in FIG. 2. The cutting plane 226
defining the cross-section shown in FIG. 4 is also illustrated in
FIG. 2.
Referring now to FIG. 3, a cross-sectional view of the cold air
intake duct assembly 200 is shown, as described above with regard
to FIG. 2. Specifically, a cross-sectional view looking down air
inlet 201 is shown. The cold air intake duct body 225 may include a
top wall 205, bottom wall 206, and PCV port 203. A cold air intake
duct body 225 may include an ice ingestion feature 208 including a
plurality of indents including a plurality of compartments or villa
positioned at a bottom 206 of the cold air intake duct. In this
example, the body of compartments 212 and 213 are shown. As such,
compartments 212 and 213 may be formed in the cold air intake body
225. Further, cold air intake body 225 includes an interior wall
302. In one example, an interior wall 302 of a cold air intake duct
may include a plurality of compartment apertures positioned in the
bottom wall 206 of the cold air intake duct body 225. As such, the
bottom wall includes an interior and outer wall such that the
compartment aperture is positioned in the interior and outer wall
(e.g. the aperture leads into the compartment). In one example,
compartment apertures 312, 313, 314, 315, 316, 317, 318, 319, 320,
and 321 may be formed into the bottom wall 205 of the cold air
intake duct body 225. The apertures may extend longitudinally along
the bottom wall 206 of the cold air intake duct assembly. In an
additional example, when looking down the air inlet 201 along a
central axis 326, the compartment apertures 313, 313, 314, 315,
316, 317, 318, 319, 320, and 321 may be positioned parallel to each
other. Further, the plurality of apertures may be positioned in the
area of a plane perpendicular to a central axis of the air intake
duct body. In another example, the compartment apertures may not be
positioned on a center axis 326 such that the apertures may be
offset to the right or left of the center axis 326 in the bottom
wall 206 of the cold air intake duct.
Further, the plurality of indents each include an aperture
positioned in the intake duct wall, with at least one aperture
having a larger area than at least one other aperture. In one
example, aperture 312 may have a large diameter as compared to the
diameters of apertures 313, 314, 316, 317, 320, and/or 321. In
another example, apertures 313, 314, 316, 317, and 320 may have a
medium diameter as compared to a large aperture 312 and a small
aperture 321. In yet another example, some compartments may
cross-connect such that an aperture may be a combination of two
apertures from two separate compartments. For example, aperture 314
and aperture 315 cross-connect such that they form a combined
aperture 322. In addition, aperture 318 and 319 may be another
example of two compartments that cross-connect to form a combined
aperture. In another example, the compartment apertures may be
formed such that the apertures have irregular shapes.
Referring now to FIG. 4, a cross-sectional view of an engine cold
air intake duct assembly is shown. In particular, cross-section 226
of cold air intake assembly 200 is shown. As such, cold air intake
duct body 225 includes a top wall 205, a bottom wall 206, and an
interior wall 302. Further, cold air intake duct assembly includes
an air inlet 201, PCV port 203, and an ice ingestion feature 208.
Cold air intake duct body 225 does not include a filter or bypass.
Thus, cold air intake duct body 225 includes an open space from a
top wall 205 to a bottom wall 206, as shown by arrow 402. A top and
bottom wall includes both an inner surface and an outer surface. As
such, the inner surface of a top and bottom wall may define the
open space shown by arrow 402. In this example, a cross-section of
the ice ingestion feature 208 including the body of compartments
212, 214, 216, 218, 220 as well as apertures 313, 315, 317, 319,
and 321 are shown. Apertures 313, 315, 317, 319, and 321, for
example, may have varying diameters, as described above with regard
to FIG. 3. Further, ice ingestion feature 208 may be formed in the
bottom wall 206 of the cold air intake such that each compartment
may have varying widths, depths, and/or angles, as described below
with regard to FIGS. 5-8.
In this figure, the cross-sectional view of the compartments
demonstrates that each compartment may have varying widths, depths,
and/or angles. As such, the bottom wall of the cold air intake duct
body includes a plurality of the indents, at least two of which
contain a different volume. As such, a compartment with a large
volume may have a large surface area. Since the ice ingestion
feature includes compartments with different surface areas, the
amount of time the ice remains in the ice ingestion feature may be
varied. As such, a larger volume or larger surface area may have a
longer ice retention rate. In one example, compartment 212 may have
a larger surface area than compartment 216. In another example,
aperture 315 may have a larger diameter than aperture 313. As such,
compartment 212 and/or aperture 315 may have an increased ice
retention rate. Further, a plurality of compartments may have a
wide or narrow aperture as compared to the bottom wall of the
compartment. In another example, the plurality of compartments may
be positioned at a set range of angles, such as between 10-40
degrees, or between 15 and 35 degrees, or others. Specifically, a
plurality of compartments may be angled such that the compartments
may be positioned against a flow direction of an engine air path
through the cold air intake duct. As such, the ice retention rate
may be increased. Conversely, a plurality of compartments may be
angled such that the compartments are positioned with a flow
direction of an engine air path, thereby having a decreased ice
retention rate. In one example, a plurality of compartments may be
angled over a range of angles including an angle between 0.degree.
and 90.degree., excluding 0.degree. and 90.degree.. In another
example, a plurality of compartments may be angled over a range of
angles including an angle between 90.degree. and 180.degree.,
excluding 90.degree. and 180.degree..
In another example, the engine cold air intake duct bottom wall may
include a plurality of compartments formed with an ice-tray
structure. As such, at least some compartments may be irregularly
formed with respect to other compartments. Further, the ice-tray
structure may be formed by a plurality of compartments extending
away from the bottom vertically downward. In another example, at
least some of the compartments may narrow as they extend vertically
downward. Further, at least some of the compartments may widen as
they extend vertically downward. For example, compartments 212,
214, 216, 218, 220 and apertures 313, 315, 317, 319, and 321 of the
ice ingestion feature 208 may be arranged along a bottom wall 206
of the cold air intake duct body 225 in an ice-tray like fashion.
In another example, compartment 212 may be irregularly formed as
compared to compartment 214. As such, compartment 212 may have a
larger volume such that the compartment may be available to hold
more of the condensation (e.g. water and/or ice) as compared to
compartment 214.
FIG. 5 shows a cross-sectional view of the cold air intake duct
assembly 200, as described above with regard to FIG. 2.
Specifically, a cross-sectional view looking down air inlet 201
such that interior wall 302 and open space 402 are shown. As such,
cold air intake duct body 225 includes a top wall 205, a bottom
wall 206, PCV port 203, and curved section 207. In this example, an
ice ingestion feature 208 including a body of a compartment 212 is
shown. As such, a body of a compartment 212 may include an outside
wall 502, inside wall 510, bottom wall 504, and aperture 312. The
compartment 212, as well as remaining compartments may be fully
enclosed such that gas only travels into or out of the compartment
via the aperture 312 of each compartment. In one example, outside
wall 502 may have a larger diameter than inside wall 510. In
another example, bottom wall 504 may have a smaller diameter than
aperture 312 diameter 508. In an additional example, bottom wall
504 may be disposed to inside wall 510 such that the walls form an
angle 506. In this example, angle 506 may be larger than
90.degree.. In another example, a compartment may be angled over a
range of angles including an angle between 90.degree. and
180.degree.. In this way, compartment 212 may have a large surface
area, thereby having a large ice retention rate.
Further, a compartment may be axially offset from a centerline. For
example, compartment 212 may be offset to the right of centerline
511 by diameter 512. In another example, compartment 213 may be
offset to the left of centerline 511 by diameter 514. In another
example, compartment 215 may be offset to the left of compartment
213 by diameter 516.
FIG. 6 shows a cross-sectional view of the cold air intake duct
assembly 200, as described above with regard to FIG. 2.
Specifically, a cross-sectional view looking down air inlet 201
such that cold air intake duct body 225 including interior wall 302
and open space 402 are shown. As such, cold air intake duct body
225 includes a top wall 205, a bottom wall 206, PCV port 203, and
curved section 207. In this example, an ice ingestion feature 208
including a body of a compartment 213 is shown. As such, a body of
compartment 213 may include an outside wall 602, inside wall 610,
bottom wall 604, and aperture 313. In one example, outside wall 602
may have a larger diameter than inside wall 610. In another
example, bottom wall 604 may have the same diameter as aperture 312
diameter 608. In an additional example, bottom wall 604 may be
disposed to outside wall 602 and inside wall 610. As such, outside
wall 602 and bottom wall 604 may be positioned such that the walls
form a 90.degree. angle 606. Further, inside wall 610 and bottom
wall 604 may be positioned such that the walls also form a
90.degree. angle. In this way, compartment 213 may have a smaller
surface area than compartment 212, thereby having a decreased ice
retention rate as compared to compartment 212, as described above
with regard to FIG. 5.
FIG. 7 shows a cross-sectional view of the cold air intake duct
assembly 200, as described above with regard to FIG. 2.
Specifically, a cross-sectional view looking down air inlet 201
such that cold air intake duct body 225 including interior wall 302
and open space 402 are shown. As such, cold air intake duct body
225 includes a top wall 205, a bottom wall 206, PCV port 203, and
curved section 207. In this example, an ingestion feature 208
including a body of a compartment 214 is shown. As such, a body of
compartment 214 may include an outside wall 702, an inside wall
703, bottom wall 704, and aperture 314. In on example, outside wall
702 may have a larger diameter than inside wall 703. In another
example, bottom wall 704 may have a larger diameter than aperture
314 diameter 708. In an additional example, bottom wall 704 may be
disposed to outside wall 702 and inside wall 710. As such, outside
wall 702 and bottom wall 704 may be positioned such that the walls
form a 90.degree. angle. Further, inside wall 703 and bottom wall
704 may be positioned such that the walls form an angle 706 that
may be less than 90.degree.. In this way, compartment 214 may have
a small surface area, thereby having a decreased ice retention
rate.
FIG. 8 shows a cross sectional view of the cold air intake duct
assembly 200, as described above with regard to FIG. 2.
Specifically, a cross-sectional view looking down cold air intake
assembly 200 such that cold air intake duct body 225 including
interior wall 302 and open space 402 is shown. Further, cold air
intake duct body 225 includes an air outlet 202, curved section
207, and a PCV port 203. In this example, an ingestion feature 208
including a body of compartment 214 and a body of compartment 215
is shown. As such, a compartment 214 and a compartment 215 may
cross-connect such that they have a same aperture 811. Further,
compartment 214 and compartment 215 may be formed to be separate
compartments such that inside wall 703 of compartment 214 and
inside wall 803 of compartment 215 are parallel and joined by a
common top wall 812 in order to form aperture 811. Compartment 214
has an outer wall 702, inside wall 703 and bottom wall 704, as
described above with regard to FIG. 7. Compartment 215 may include
an outer wall 802, inner wall 803, and bottom wall 804. In this
example, an aperture 315 diameter 808 may be larger than bottom
wall 804. Further, outer wall 802 may be disposed to bottom wall
804 such that, when joined, the walls form an angle 806 that may be
greater than 90.degree.. In an additional example, the aperture 811
diameter 810 may include the diameter of common top wall 812,
aperture diameters 708 and 808. In this way, cross-connected
compartments 214 and 215 may have a large surface area, thereby
having a longer ice retention rate.
FIG. 9 shows a bottom view of the cold air intake duct assembly
200, as described above with regard to FIG. 2. A cold air intake
duct body 225 including an air inlet 201, air outlet 202, and
curved section 207. As shown, air outlet 202 may be positioned
downstream of a curved section 207 of the cold air intake duct.
Further, cold air intake duct assembly 200 includes an ice
ingestion feature 208. Ice ingestion feature 208 may be positioned
on a bottom wall 206 of the cold air intake duct. As such, the ice
ingestion feature 208 may have a diameter 210 which may be constant
along its length downstream of the air inlet 201. In one example,
ice ingestion feature 208 includes a plurality of compartments or
villi. Additionally, the bottom walls of compartments or villi 212,
213, 214, 215, 216, 217, 218, 219, 220, and 221 are shown. As
mentioned above with regard to FIGS. 2-8, the widths of the bottom
wall of the compartments may vary such that each individual
compartment may have a different bottom wall diameter. For example,
the diameter of a bottom wall of compartment 212, 215, and 219 may
have a larger diameter than the bottom walls of 213, 214, 216, 217,
218, 220, and 221. In another example, the bottom wall of
compartments 216, 218, and 221 may have a smaller diameter of a
bottom wall than the diameter of the bottoms wall of compartments
212, 215, and 219. In another example, the diameter of the bottom
wall of compartments 212 may have the same diameter as the bottom
wall of 215 and 219.
Referring now to FIG. 10A, a schematic diagram of a cold air intake
duct including an ice ingestion feature is shown. Cold air intake
duct assembly 1000 is configured to supply air to an engine. Cold
air intake duct assembly 1000 includes cold air intake duct body
1008, an air inlet 1001, air outlet 1002, and a positive crankcase
ventilation (PCV) port 1003. Air inlet 1001 and air outlet 1002 may
include flexible couplings. Air inlet 1001 draws air into the duct
via an air filter positioned upstream of the air inlet (not shown),
while air outlet 1002 provides air to the engine. An arrow 1010
indicates the air flow through cold air intake duct body 1008. In
one example, air outlet 1002 may be in fluidic communication with
downstream components such as a throttle, a compressor, etc. The
curved section 1007 of the cold air intake duct may extend in a
vertical direction. A PCV port 1003 is also shown in cold air
intake duct body 1008. A PCV port 1003 may draw gases from the
engine crankcase into the engine cylinders to be combusted, thereby
reducing emissions of hydrocarbons. An arrow 1004 indicates the air
flow between the crankcase and PCV port 1003. Further, cold air
intake duct body 1008 does not include a filter or a bypass. As
such, the interior of the cold air intake duct body 1008 includes
open space from a top wall 1005 to a bottom wall 1006 of the cold
air intake duct body, as described below with regard to FIG. 10B.
The cutting plane 1023 defining the cross-section shown in FIG. 10B
is illustrated in FIG. 10A.
Now referring to FIG. 10B, a cross sectional view of the cold air
intake duct assembly 1000 is shown, as described above with regard
to FIG. 10A. As such, cold air intake duct body 1008 includes a top
wall 1005, bottom wall 1006, interior 1024. The interior 1025 of
the cold air intake duct includes an open space from a top wall
1005 and a bottom wall 1006, as shown by arrow 1024. Additionally,
cold air intake duct body 1008 may also include an ice ingestion
feature 1026. The ice ingestion feature 1026 may be positioned
vertically below the PCV outlet 1003 (not shown). A vertical axis
1022, relative to gravity, is provided for reference, to illustrate
that the ice ingestion feature is below, with respect to a vertical
axis, the air duct (e.g. with respect to gravity and a road surface
on which a vehicle having the ice ingestion feature is positioned).
However, other vertical axis orientations have been contemplated.
Ice ingestion feature 1026 has a width 1038 that may be
perpendicular to the bottom 1006 of the cold air intake duct.
Further, cold air intake duct body 1008 includes an ice ingestion
feature 1026. An ice ingestion feature may include one or more
grooves along an inner surface of the engine air intake duct wall
substantially aligned with a flow direction through the duct. In
this example, an ice ingestion feature 1026 may include a plurality
of grooves 1028, 1030, 1032, 1034, and 1036 positioned at a bottom
wall 1006 in the interior 1024 of the cold air intake duct body
1008. Further, one or more grooves may be formed by one or more
protrusions extending vertically past the inner surface into an
engine air path of the air intake duct. For example, the ice
ingestion feature 1026 may include a plurality of protrusions 1027,
1029, 1031, 1033, 1035, and 1037. In one example, a first
protrusion may be disposed parallel to a second protrusion. As
such, protrusion 1027 may be parallel to 1029 such that wall 1040
and wall 1041 form a groove 1028. Further, the grooves may be
irregularly formed with respect to other grooves. As such, at least
one groove may have a larger area than at least one other groove.
In one example, a first groove may be less than a diameter of a
second groove. In this way, a narrow diameter of a groove may
retain ice in an ice ingestion feature for a short duration of
time. Additionally, a first groove may be greater than a diameter
of a second groove. Therefore, a wide diameter of a groove may
retain ice in an ice ingestion feature for a long duration of time.
Based on the diameter of the grooves and protrusions, the ice
retention rate may vary, thereby preventing a large amount of ice
and/or water from being ingested by the compressor. Further,
modifying the ice retention rate may prevent the throttle body from
being blocked and/or sticking open. It should be noted that the
ice-tray like projections may also extend vertically past the inner
surface into an engine air path of the air intake duct, similar to
that shown in FIG. 10B.
In another example, at least some grooves may narrow as they extend
vertically, whereas at least some grooves may widen as they extend
vertically downward. As such, a plurality of grooves may be angled
over a range of angles including an angle between 0.degree. and
90.degree.. In another example, a plurality of grooves may be
angled over a range of angles including an angle between 90.degree.
and 180.degree.. Further, groove walls may be positioned at angles
greater than 90.degree., thereby creating a channel with a bottom
diameter greater than a top diameter. In another example, groove
walls may be positioned at angles less than 90.degree., thereby
creating a groove with a bottom diameter less than a top diameter.
In this way, an angle 1043 forms a groove 1034, such that the top
diameter may be larger than a bottom diameter. In another example,
the groove walls may form a 90.degree. angle perpendicular to a
bottom of a cold air intake duct body. As such, a groove 1028 may
have a bottom diameter equal to a top diameter.
FIG. 11 shows a method 1100 for retaining ice in a cold air intake
duct including an ice ingestion feature. The method 1100 may be
implemented via systems and components described above with regard
to FIGS. 1-10.
At 1102 the method includes flowing crankcase gasses from a PCV
port to a cold air intake duct upstream of an engine cylinder. In
one example, the PCV port may be in communication with a sealed
crankcase. As such, the flow of gases may include a flow of intake
air only, a flow of crankcase gases only, and/or a flow of a
mixture of air and crankcase gases. At 1104, the method includes
collecting condensate in a plurality of indents positioned in a
bottom wall of an air intake duct. In another example, the ice
ingestion feature may include a plurality of indents which may be
formed by a plurality of compartments and/or grooves, as described
above with regard to FIGS. 2-10. As such, the liquid may accumulate
and remain in the compartments and/or grooves. Following an engine
shut-off the liquid may be frozen. At 1106, the method includes
flowing intake air through the cold air intake duct. In one
example, flowing intake air and crankcase gas from the air intake
duct to a compressor, wherein the intake air intake duct is
positioned upstream of a throttle and the compressor. At 1108, the
method includes thawing the compartments during engine operation at
different rates. For example, air flow flowing through the cold air
intake duct may be warmed following an engine re-start, thereby
causing the frozen condensate to thaw. As such, ice retained in the
compartments and/or grooves may melt or become dislodged from the
ice ingestion feature. Therefore, at 1110, the condensation may be
released from the compartments resulting in the engine ingesting
water from the compartments based on engine operating conditions.
The ice may be dislodged from the ice ingestion feature based on an
ice retention rate. In one example, an ice retention rate may be
determined by the geometry of the ice ingestion feature including
the width, depth, and/or angle of the compartments and/or grooves.
As such, a limited amount of condensation may enter the compressor
over time, thereby preventing damage to the turbocharger and/or
throttle body. It will be appreciated that the configurations and
routines disclosed herein are exemplary in nature, and that these
specific embodiments are not to be considered in a limiting sense,
because numerous variations are possible. For example, the above
technology can be applied to V-6, I-4, I-6, V-12, opposed 4, and
other engine types. The subject matter of the present disclosure
includes all novel and non-obvious combinations and
sub-combinations of the various systems and configurations, and
other features, functions, and/or properties disclosed herein.
The following claims particularly point out certain combinations
and sub-combinations regarded as novel and non-obvious. These
claims may refer to "an" element or "a first" element or the
equivalent thereof. Such claims should be understood to include
incorporation of one or more such elements, neither requiring nor
excluding two or more such elements. Other combinations and
sub-combinations of the disclosed features, functions, elements,
and/or properties may be claimed through amendment of the present
claims or through presentation of new claims in this or a related
application. Such claims, whether broader, narrower, equal, or
different in scope to the original claims, also are regarded as
included within the subject matter of the present disclosure.
* * * * *